The Swedish road safety management is based on the Vision Zero and designated interim targets to track progress towards its achievement. 2020 was the final year for achieving the interim target of halving the number of fatalities between 2007 and 2020, i.e., a maximum of 220 fatalities in 2020. The interim target also specifies that the number of seriously injured in road traffic must be reduced by a quarter. This report describes and analyses the current road safety trends in terms of road safety performance indicators and the numbers of fatalities and seriously injured. 

As this report is the last for the 2007-2020 interim target period, it can be seen as a final summary of how well the targets were achieved for fatalities and seriously injured and for the safety performance indicators. However, it is also important to remember that the year 2020 coincided with the COVID-19 pandemic, which had a profound impact on virtually the entire society. This affected travel in a number of different ways, and consequently it is impossible to estimate the impact this has had on the outcome in 2020, although it probably has led to a slightly lower outcome. 

The table below shows starting and final values together with an overview of whether the safety performance indicators have met the 2020 targets.

In order to study child safety in cars, international literature was reviewed with respect to road vehicle transportation for children, with the focus being on the age up to 12 years. The review included literature in English and Swedish. Furthermore, the review was limited to focus on results from Australia, the U.K., the USA and Sweden. To ensure that all children are protected as passengers in cars, several aspects needed to be considered.

Within this study, the focus was, hence, on legal aspects and recommendations, traffic fatalities and serious injuries, the safety consequences for children due to the car development (airbags (SRS) and installation systems), use and misuse of child restraint systems (CRS) regarding medical, technical and user aspects, measurements for improvements, e.g. campaigns and, finally, children with disabilities. The review focused mainly on literature from 1990 until today. The main conclusions were that:

• Available statistics show that rearward facing CRS is a good preventive measure to take for enhancement of traffic safety.
• Impacts from the in-safety development of cars on choosing and mounting safety devices for children were found to be a crucial issue.
• Children exposed to an airbag deployment can be fatally injured, despite being seated in an approved child restraint system.
• In Sweden and the U.K. the level of child restraint usage among infants and small children was found to be at least 95% in the front seat and approximately at the same level in the rear seat. Even though the levels of usage in several countries were high, the level of misuse was alarmingly high (90%).
• The road transportation of children with disabilities was found to be complex and insufficiently described in the literature.

The aim of the study was to identify relationships between no use/misuse of safety belt/child restraints and socio-economic aspects. The conclusions from the study will provide a basis for the future development of information and campaigns to increase the correct use of restraints. The study consisted of two parts: a literature review and a questionnaire. The questionnaire was sent to a random sample of 2,010 parents of children aged 2 months–9 years. The response rate was about 70 per cent. The level of misuse among small children was lower than among older children and lower in the family car compared with the overall situation. Parents who neglected to use the safety belts themselves were more likely to be careless in ensuring that the child used recommended restraint. The results also indicated that parents who were more likely to act in contradiction with rules and recommendation concerning use of restraints were also more likely to allow their children to travel without safety belts.

The aim of this study was to improve the knowledge about the presence of alcohol, drugs and medicine among drivers of trucks or busses involved in fatal accidents and accidents with severe injuries. The study is based on material from two different databases, the Swedish Transport Administrations in-depth study database and the Swedish Traffic Accident Data Acquisition (Strada), owned by The Swedish Transport Agency. The survey of the presence of substances and background variables such as gender, age and type of accident among drivers under influence is presented in this study and based on accidents that occurred 2008–2015. The study includes 614 fatal accidents from the in-depth study database and 3381 accidents with severe injuries from Strada.

For fatally injured drivers of trucks and busses in the in-depth database presence of alcohol was found in 15 percent, illegal drugs in 6 percent and medicine in 9 percent. Compared to the corresponding figure for drivers of cars, the presence of alcohol is lower, whereas the presence for illegal drugs and medicine, is at the same level. The presence is much lower when studying all drivers of trucks and busses involved in fatal accidents disregarding the drivers level of injury. The presence of alcohol among the drivers were 2 percent and 1 percent for illegal drugs respectively medicine. There are though differences between the type of vehicle driven. Among drivers of lighter trucks 16 of 156 drivers (10%) had presence of alcohol and/or illegal drugs. For drivers of trucks 4 of 369 (1%) and drivers of busses 0 of 96 drivers (0%) where under the influence of alcohol and/or illegal drugs.

Objective: In Sweden, cyclists, pedestrians, and moped riders share the space on combined pedestrian and cycle paths, and their speeds may differ greatly. As a starting point, this article studies the speed component and how cyclists' speed varies at pedestrian and cycle paths depending on the day, week, and year; road user composition; and road design.

Methods: Three data sources were used: 1) Existing measurements of cycle speed and flow at 17 sites in 3 different Swedish municipalities; 2) complementary measurements of cycle speed and flow at 5 sites; and 3) roadside observations of bicycle types at these 5 new sites.

Results: The average speed of cyclists on the paths varied between 12.5 and 26.5 km/h. As expected, the lower average speeds were found in uphill directions, near intersections, and on paths with high pedestrian flows. The higher speeds were found in downhill directions and on commuter routes. In all, 70%-95% of road users observed on pedestrian and cycle paths were cyclists, and 5%-30% were pedestrians. The 2 sites with the highest proportion of electric-assisted bicycles and racer bicycles also had the highest average speeds.

Conclusions: The relationship between bicycle type and measured speed was not entirely clear, but the results suggest that paths with higher proportions of electric and racer bicycles have higher average speeds. There also appears to be a connection between average speed and the width of the distribution; that is, the higher the average speed, the wider the speed distribution. More research is needed on how speed levels and speed variance affect accident risk.

There is an objective of increasing cycling nationally, regionally and in many Swedish municipalities. The extent of cycling can be followed up with either travel surveys (TSs) or by measuring the bicycle flow. The Traffic Analysis Authority was commissioned by the Government to develop and propose a uniform method for systematic measurements of bicycle traffic at a local and regional level and their report was published in January 2018. Bicycle traffic can be measured in different ways and the two most common methods are (1) measurements by counting bicycles (manually or with detecting equipment) in the street area or (2) travel surveys (TSs). In this report, we focus only on counting cyclists in the street area. Today, the methods of counting bicyclists are limited, and they do not enable estimations of kilometers travelled by bicycle per average day in a municipality.

In order to achieve a broad application, it is necessary to investigate the possible obstacles that exist to use the Traffic Analysis's proposal for a uniform method, and this will be done in the following steps, where step 1 is described in this report:

1. A preparatory study: Suggest a set-up of a pilot study

2. Conduct a pilot study to establish a uniform and systematic approach, and finally

3. Determine the final uniform and systematic method.

The purpose of the preparatory study presented in this report is to adapt the Traffic Analysis's proposal to a uniform method for estimating the kilometers travelled by bicycle per average day, based on municipal conditions. The preparatory study will also lead to a proposal for a pilot study in which the adapted method is tested, and issues related to delimitations and definitions can be decided. The pilot study will be carried out in a follow-up project with a number of municipalities. This will result in a final determination of a uniform method for estimating the kilometers travelled by bicycle per average day.

During the last decades, cycling has been highlighted as a travel mode with many positive qualities. The documents of Swedish national strategy reveal a trend of an increased cycling. At the same time, it is important that the safety of cyclists must be improved so that an increased cycling does not contribute to more injuries and fatalities in accidents. To cope with the increased cycling without compromising the safety, there is fore example, a need for better understanding of the relationship between the cycling flow and the injuries in various traffic environments.

In this project, three different studies were carried out to understand how the trend of cycling changes over time and how cyclists' injury risk is influenced by the cycling flow and the traffic environment. In the first study, a travel demand model has been developed that includes both mode choice and destination choice for cycling. In the second study, models for cyclists’ injury risks have been developed for different types of accidents and traffic environments. In the third study, interactions between different road users have been observed, to study how these are affected by the level of bicycle flow. Overall, the studies in this project have shown that bicycle flow is an important factor influencing cyclists’ accident risks. Higher bicycle flow corresponds to fewer interactions per cyclist and a lower risk of injury in a single bicycle accident as well as in a collision accident with motorised vehicles. We have also been able to demonstrate that it is possible to model travel choices and destination choice of cyclists and to develop models that describe cyclists’ injury risk. However, to provide better estimates, data with better quality are necessary for the model inputs, especially when it comes to the cycling and the description of cycling infrastructure.

While cycling is promoted as a clean, energy-efficient mode of transport generating physical activity, the number of injured cyclists must decrease to achieve traffic safety goals. The extent of the single bicycle crashes (SBCs) and crash causes are rather well studied. This study expands this knowledge by focusing on differences in injury severity. The aim of the study is to investigate the relationship between injury severity and characteristics of the crash and the cyclist with focus on SBCs. Furthermore, injury risk is calculated for different age classes and sexes, as well as for different purposes of the trip. The results are based on injured cyclists in Sweden (N = 105,836) registered in STRADA, 2010–2019, by both the police and accident and emergency departments (A&Es), with a special focus on injury severity reported by the A&Es. Binary logistic regression was applied to analyse how the odds of being severely injured differed for different cyclists and situations. Results from of the National Travel Survey, 2011–2016, were used to study differences in distance travelled with respect to sex, age group and purpose of the trip. Given that the cyclist is injured in an SBC, the results show a higher probability of being severely injured (maximal AIS 3 or more) for cyclists 45 years or older compared to younger cyclists, for males compared to females and for cyclists not wearing a helmet compared to cyclists wearing a helmet. A higher probability for severe injury was also found for crashes occurring during leisure trips compared to work/school trips, crashes occurring during weekdays compared to weekends and crashes at intersections and road stretches compared to pedestrian and cycle paths. Furthermore, the risk of being severely injured in an SBC per km travelled was higher for cyclists aged 45 and older and during a leisure trip. © 2021 The Author(s)

Many different road users share space on pedestrian and cycle paths, and their speeds may differ greatly. Differences in speed can complicate the interactions between road users which in turn may cause incidents and accidents. The purpose of this project is to enhance the understanding of cycle speeds on the pedestrian and cycle paths and to understand how the cyclists adapt their speed to other road users and to the surrounding environment. Three different data collection methods were used: Previous measurements of cycle speed and flow in three different municipalities, Eskilstuna, Linköping and Stockholm (18 locations); new measurements in Linköping (4 locations) and Stockholm (1 location); and new observation studies of bicycle types at these locations.

The average speed of cyclists on the paths selected varies between 15–25 kilometer per hour. As expected, the lower average speeds were found in the uphill directions, near intersections and in paths with high pedestrian flow. The higher speeds were found in downhill directions and on commuter routes. No general increase in cyclists’ speed was found between years, neither in mean speed nor in proportion of high-speed cyclists. However, bicycle flow has increased in many of the locations over the years. This implies that the number of cyclists holding a high speed, above 30 kilometer per hour, will be increased, even if the proportion of high-speed cyclists stays the same. This may mistakenly be interpreted as increased mean speed. About 70–95 percent of the road users observed on the pedestrian and cycling paths were cyclists and roughly 5–30 percent were pedestrians. An extremely small proportion were mopeds, 0.2 percent. The comfort bike was the most common type, followed by the trekking bike. The electric and racer bike occurred in all locations, but varied 1–10 percent respectively 1–15 percent. The relationship between the type of bike and the speed claim is not entirely clear, but cyclists on the electrical and racer bikes generally have higher speed claims.

This study examined the hypotheses that passenger vehicles meeting European Union (EU) safety standards have similar crashworthiness to United States (US) -regulated vehicles in the US driving environment, and vice versa. The first step involved identifying appropriate databases of US and EU crashes that include in-depth crash information, such as estimation of crash severity using Delta-V and injury outcome based on medical records. The next step was to harmonize variable definitions and sampling criteria so that the EU data could be combined and compared to the US data using the same or equivalent parameters. Logistic regression models of the risk of a Maximum injury according to the Abbreviated Injury Scale of 3 or greater, or fatality (MAIS3+F) in EU-regulated and US-regulated vehicles were constructed. The injury risk predictions of the EU model and the US model were each applied to both the US and EU standard crash populations. Frontal, near-side, and far-side crashes were analyzed together (termed "front/side crashes") and a separate model was developed for rollover crashes.

For the front/side model applied to the US standard population, the mean estimated risk for the US-vehicle model is 0.035 (sd = 0.012), and the mean estimated risk for the EU-vehicle model is 0.023 (sd = 0.016). When applied to the EU front/side population, the US model predicted a 0.065 risk (sd = 0.027), and the EU model predicted a 0.052 risk (sd = 0.025). For the rollover model applied to the US standard population, the US model predicted a risk of 0.071 (sd = 0.024), and the EU model predicted 0.128 risk (sd = 0.057). When applied to the EU rollover standard population, the US model predicted a 0.067 risk (sd = 0.024), and the EU model predicted 0.103 risk (sd = 0.040).

The results based on these methods indicate that EU vehicles most likely have a lower risk of MAIS3+F injury in front/side impacts, while US vehicles most likely have a lower risk of MAIS3+F injury in llroovers. These results should be interpreted with an understanding of the uncertainty of the estimates, the study limitations, and our recommendations for further study detailed in the report.

It is well known that drunk drivers constitute a large traffic safety problem and a number of Swedish studies have been conducted about this group of drivers. Much less is known about drivers that are impaired by drugs or medicines and the aim of this study is to improve the knowledge about the presence of such substances in killed drivers of passenger cars. The study is based on 1143 drivers of passenger cars that were killed in accidents during 2005–2013. Only medicines that include narcotic substances are included since other types of drugs supposedly have very limited influence on the ability to drive. Medical substances were found in 8.3 per cent of the drivers and drugs in 6.1 per cent. In comparison, alcohol was prevalent among 21.8 per cent of the drivers. More than one type of substance (alcohol, drug or medicine) were found in 5.4 per cent of the drivers. The following conclusions can be drawn from the study:

A significant difference was found in the number of drivers who were tested positive for drugs or medicines between those who had a BAC-level over 0.2 ‰ (18.5 %) and those who had a BAC-level of 0 (10.5 %). There were no significant difference with respect to drugs and medicines between drivers with low (0.2–0.6‰) and high BAC-level (≥0.6‰).

• THC (cannabis) is the most prevalent drug among drivers that are also influenced by alcohol, followed by amphetamine. For drivers that are not influenced by alcohol, amphetamine is more common than THC.
• Opioids are equally common among drivers who have taken only medicines and drivers who have combined medicines and illegal drugs. Sedatives are instead more common among those who also have taken drugs while it is very uncommon to combine illegal drugs and hypnotics.
• An analysis of background variables show that drivers who had alcohol or drugs in their blood differ from sober drivers in several respects (age, gender and time of accident) while those who had taken medicines were quite similar to the sober drivers.

The three groups also differ from each other, which makes it important to treat the groups separately in case of for example, countermeasures.

The number and type of drink and drug driving convictions is affected by actual crime rates as well as enforcement strategies and legislation. Valuable knowledge about the chain of events from offense to sentence could therefore be gained by studying crime records. 

The purpose of the project was to examine drink and drug driving offenses, and, among other things, study the extent drivers are convicted of different types of drink and drug driving offenses and how common it is for these offenses to be committed in combination with other offences. In addition, the project had three specific research questions: 

1. Has reduced drink driving enforcement affected the number and type of convictions? 

2. Have the type of sanctions and length of any prison sentences changed over time? 

3. How long is the time between offence and sentence? 

The study is based on all crime records in Sweden involving drink and drug driving convictions during the period 2007–2018. 

The results showed that there are mainly three types of drink and drug driving offenses: drink driving, drug driving and aggravated drink driving. It is very rare to be convicted of aggravated drug driving. Drink and drug driving offenses relatively often occur in combination with other offenses. For example, among those convicted for drug driving, 54 percent were also convicted for driving without a valid license. 

The reduced drink driving enforcement by the police has led to fewer convictions of these crimes and some changes in sanctions have also taken place. For example, the proportion of probation sentences due to aggravated drink driving has decreased and the proportion of conditional sentences has increased. The time between offense and sentence varies greatly depending on the type of offense and depending on whether the case is determined in court or by summary imposition of a fine.

Antal alkoholutandningsprov som utförs varje år har minskat med drygt 50 procent mellan år 2010 och 2015. I den här PM:et belyses frågan om antal alkoholutandningsprov och dess betydelse för rattfylleriets omfattning. PM:et ska ses som ett underlag för fortsatta diskussioner om polisens övervakning men även om vilken ytterligare forskning som behövs inom området. Underlaget baseras på tre delar: (i) en jämförelse mellan antal utandningsprov som görs i Sverige och antalet i andra länder, (ii) en jämförelse av subjektiv och faktisk upptäcktsrisk baserat på data från ESRA–projektet (European Survey of Road Users’ Safety Attitudes) och (iii) en sammanställning av aktuell forskning på området.

Uppgifter om antal utandningsprov saknas i många länder men en jämförelse har kunnat göras mellan Sverige och 13 andra europeiska länder. Resultaten visar att Sverige var det land bland dessa som år 2010 utförde flest prov per invånare. År 2015 var det sex länder som utförde fler prov per invånare än vad Sverige gjorde

Litteraturgenomgången visar att om man ökar antal prov leder det till en högre subjektiv upptäcktsrisk vilket i sin tur leder till en högre allmänpreventiv effekt. Det behövs dock mer forskning om vilken nivå på övervakningens omfattning som ger bäst avvägning mellan polisens resurser och antal rattfylleribrott.

Andra faktorer som till exempel sociala normer är också viktiga. Resultat från ESRA-studien visar bland annat att det är väldigt få som kör rattfulla i Sverige även om den subjektiva upptäcktsrisken är ganska låg jämfört med flera av de andra länderna. En slutsats av det är att det behövs mer forskning om de specifika förhållanden som gäller i Sverige. Senast det gjordes någon större studie om rattfylleriövervakningens effekter i Sverige var i början på 1990-talet. Idag sker en stor del av forskningen i USA och Australien och dess grannländer och det är svårt att direkt översätta dessa resultat till svenska förhållanden.

Probability models play an important role when analysing and forecasting time series of the number of fatalities in road traffic accidents. This report presents a study of a method of analysing time series of count data that also can account for serial correlation. The method is a development of traditional Poisson regression where overdispersion and serial correlation is modelled by a latent process. The aim of the study was partly to test how the method worked in practice, partly to study the importance of considering possible serial correlation in the data. The method was tested both for the total number of killed road users and the number of killed road users divided in the following six categories: car occupants (drivers and passengers in passenger cars, lorries, and busses), motor-cyclists, mopedists, cyclists, pedestrians, and others.

Det har länge funnits ett intresse av att följa utvecklingen av rattfylleriets omfattning. Under senare år har detta intresse ökat eftersom nyktra förare är en av de 13 indikatorer som är utpekade för uppföljning i arbetet mot etappmålet för trafiksäkerhet 2020. Tidigare har föreslagits hur man genom observationsstudier vid vägkanten kan skatta rattfylleriets omfattning. Sådana studier kräver dock mycket omfattande insatser, främst från polisens sida, och är därför inte realistiska att genomföra annat än vid enstaka tillfällen. Ett alternativ till observationsstudier är att använda sig av data från polisens ordinarie kontrollverksamhet. Det finns ett rikt material att utgå från eftersom polisen utför ett stort antal utandningsprov varje år. Under 2009 genomfördes till exempel 2,8 miljoner prov med de så kallade sållningsinstrumenten. I detta PM redovisas först en utvärdering av data från sållningsinstrumenten, sedan föreslås en metod för hur rattfylleriets utveckling kan följas med hjälp av dessa data. Det är endast rattfylleri med avseende på alkohol som behandlas här.

The risk of a driver to be killed or injured in a crash increases considerably under the influence of alcohol. The risk increases with increased alcohol concentration. In this study, a risk curve for car drivers representing Swedish conditions has been calculated. The curve shows the risk of being killed in a car crash given a specific alcohol concentration, relative to the corresponding risk of a sober driver. The results show that the estimated relative risk is about 12 times in the lowest concentration interval, 0.2–0.4 per mille. The relative risk then increases considerably with increased alcohol concentration and is almost 1,300 times for the interval 2.2–2.4 per mille. The analyses also show that the estimated risk differs between daytime and nighttime. The risk curves are similar for low concentrations but the curve representing nighttime driving increases faster than the curve representing daytime driving. For example, the estimated relative risk is about 3,300 times at night when the alcohol concentration is between 2.2 and 2.4 per mille. The calculations are mainly based on in-depth studies of fatal car crashes and data from police controls.

Since 1 January 2012, there is a permanent alcohol interlock program for drink driving offenders in Sweden. The Swedish Transport Agency is responsible for the program, that is voluntary and applies to all types of driver's licenses. The program includes both a one-year and a two-year alternative. The two-year program applies to offenders that have committed a severe drink driving offence (BAC ≥ 1 g/L, the legal limit in Sweden is 0.2 g/L), have an earlier offence within the previous five years, or have the diagnosis alcohol abuse or alcohol dependence. All others are assigned to the oneyear program.

The interlock program has been evaluated in three studies: a register based study, a questionnaire study, and an interview study. The results from the register based study is presented in this report, while the other studies have been published earlier. Results and conclusions from all three studies will be summarized in an upcoming final report.

The aim of the study was to estimate the participation rate in the program, and to follow both participants and non-participants during the time in the program or the time without a driver’s license, respectively. The study is based on data from the Swedish road traffic register and a case management system, both administrated by the Swedish Transport Agency. The effectiveness of reducing recidivism in drink driving during the program have been shown in previous studies and are not evaluated here.

In 2003, the Swedish Road Administration initiated a project entitled The Joint National Action against Drunk and Drugged Drivers according to the Skellefte Model The aim of the project was to spread an initiative that began in Skellefteå to the rest of Sweden. According to the Skellefte Model, anyone taken into custody for drunk driving is quickly offered help for any alcohol or drug problems they might have. The way it works is that, at the time of the arrest, the police make an offer of an interview with social services or the addiction treatment system. If the individual agrees, the interview is conducted, and treatment is then offered if it is deemed necessary. The model is based on a voluntary approach, and the individual can decline further contact at any time. For each case, a form is created that follows the person. The form provides background information such as age and gender, as well as information as to whether the suspect accepted or refused the offer, and whether he or she is participating in the interview and treatment process. The results from a study based on an analysis of these forms are presented in this report. Forms from cases in which the suspects have refused contact with social services or the addiction treatment system are retained solely by the police. We have consequently collected forms from both the police and social services/addiction treatment systems. Forms were collected between 1 January 2008 and 30 June 2008. The police send in 2,132 forms from 16 counties. Social services and addiction treatment systems send in 845 forms from 17 counties. In some cases social services and the addiction treatment system had come into contact with the suspected drunk driver by some means other than the police form. For instance, individuals who refuse the police offer may change their mind and initiate such contact themselves. A special form, prepared by VTI, has been used for such cases.

Objective The objective of this study was to understand the relationship between some of the most common diseases that are known to contribute to excessive daytime sleepiness (EDS) and traffic injury crashes. Specific focus was on the relationship between disease and crash type (single-vehicle or multiple-vehicle crash) and between disease and injury severity. Methods This registry-based study considered all passenger car drivers involved in a crash in Sweden between 2011 and 2016 who were 40 years or older at the time of the crash (n = 54,090). For each crash-involved driver, selected medical diagnoses registered from 1997 until the day before the crash were extracted from the National Patient Register. The drivers were assigned to 1 of 4 groups, depending on prior diseases: sleep apnea (SA; group 1, n = 2,165), sleep disorders (group 2, n = 724), Parkinson's or epilepsy (group 3, n = 645) and a reference group (group 4, n = 50,556). Logistic regression analysis compared single-vehicle crashes with multiple-vehicle crashes and moderately/severely injured drivers with slightly/uninjured drivers. Results Drivers with EDS-related diseases (groups 1-3) had higher probability of a single-vehicle crash than a multiple-vehicle crash compared to the reference group. The most sizeable effect was found for Parkinson's/epilepsy with an odds ratio (OR) of 2.5 (confidence interval [CI], 2.1-3.0). For multiple-vehicle crashes, the probability of a moderate/severe injury was higher for drivers with other sleep disorders (OR = 1.5; CI, 1.0-2.2) and Parkinson's/epilepsy (OR = 1.6; CI, 1.1-2.3) compared to the reference group. Conclusions This study has made first steps toward understanding the relationship between some of the most common diseases that are known to contribute to EDS and crashes. Having Parkinson's/epilepsy, in particular, elevated the probability of a single-vehicle crash compared to a multiple-vehicle crash. A single-vehicle crash was seen as indicative of causing a crash; thus, having Parkinson's/epilepsy could be interpreted as a risk factor for crash involvement. Having Parkinson's/epilepsy, as well as other sleep disorders, was also related to more severe outcomes in multiple-vehicle crashes, given that a crash occurred. This was not identified in single-vehicle crashes.

Trafikverket har under 2010-talet arbetat med en åtgärdsstrategi inom järnvägen som bland annat inneburit att nya stängsel har satts upp längs spåren på utpekade sträckor. Syftet med dessa åtgärder har varit att minska antal personpåkörningar i enlighet med halveringsmålet som innebär högst 55 omkomma i järnvägstransportsystemet år 2020. Det har dock inte genomförts någon mer omfattande utvärdering av stängslingens effekt, delvis på grund av de svårigheter detta innebär. Syftet med den här studien var att analysera stängslingens effekter i Trafikverkets region Öst och, baserat på dessa erfarenheter, bedöma om metoden kan användas nationellt. En viktig del i projektet var att bedöma om de dataunderlag som finns är av tillräckligt bra kvalitet för att en nationell utvärdering ska vara rimlig att genomföra.

Model-based forecasts of future emissions are important tools for finding

strategies to reach the Swedish transport policy objective concerning effect

on climate and air pollution. In order for the calculated emissions to reflect

the actual situation, input data on kilometrage, vehicle types and vehicle

ages must be representative of the region of interest. High-quality forecasts

of these variables are therefore of great importance when estimating future

emissions. This report proposes a forecasting model system for the

compositions and use of the Swedish car fleet, based on experiences from

existing models in the literature. The system operates on two levels, an

aggregated (national or regional) level and a disaggregated (household or

personal) level. Forecasts of the total number of cars and total kilometrage

are provided from the aggregated models whereas the disaggregated models

provide the distribution of cars of different types and ages and the

distribution of kilometrage over the same classification of cars. These

results are then combined to give the final outcomes: the number and

kilometrage of cars of different types and ages.

Ett stort antal personer skadas varje år i vägtrafikolyckor. I Sverige finns den nationella databasen Strada dit olyckor och skadade rapporteras in av såväl polisen som av sjukvården. Denna källa ger en ganska bra bild över de vägtrafikolyckor som sker och dess konsekvenser, men på grund av bortfall är det svårt att uppskatta hur många som skadas totalt. 

I det här PM:et beskrivs en metod för bortfallsuppräkning som kan användas för att skatta det totala antalet skadade i vägtrafikolyckor. Metoden bygger på tidigare arbeten utförda vid Transportstyrelsen. Grunden för metoden är att använda både polis- och sjukvårdsrapporterade personskador och utifrån dessa även skatta hur många som inte är rapporterade från någon av dessa källor. 

I praktiken görs bortfallsjusteringen så att de sjukvårdsrapporterade personerna räknas upp med en faktor som beror på variablerna län, kommungrupp, trafikantkategori, ålder, kön och år. Den faktorn kompenserar för skadade som endast är rapporterade från polisen eller inte är rapporterade alls i Strada. Den genomsnittliga uppräkningsfaktorn för alla sjukvårdsrapporterade personer är 3,23 och medianen 2,96. 

PM:et innehåller också en steg-för-steg-beskrivning av implementeringen och SPSS-kod.

The number of seriously injured road users is used both as an indicator of traffic safety trends in Sweden and in more specific studies of, for example, different road user groups. A seriously injured person is defined as a person who suffers injuries that lead to permanent medical impairment of at least 1 percent. The term very seriously injured is used as a complement and is defined correspondingly but refers to injuries that lead to permanent medical impairment of at least 10 percent. In practice, the level of impairment is not known at the time of the accident, and therefore the number of seriously and very seriously injured persons are forecasted. The basis for the forecasts are Strada, the national database for road traffic accidents in Sweden, and a method developed by Folksam (a Swedish insurance company) that estimates the risk that a person’s injuries will lead to permanent medical impairment in the future. The aim of this study is to present the size of the uncertainty of the forecasts for different subpopulations such as geographical areas, roads user groups, age and gender. The uncertainty of the forecasts is illustrated as forecasting intervals. It became clear during the study that derivation of the intervals was relatively easy for the case with one injury per person but considerably more difficult when the persons had a combination of several injuries. Therefore, the width of the intervals was determined using simulation instead of theoretical calculations.

Rattfylleri är ett av de största trafiksäkerhetsproblemen i Sverige. I den här artikeln ges en översikt över den senaste tidens forskning vad gäller problemets omfattning, attityder till att köra rattfull och de åtgärder som erbjuds. Genomgången, som avser svenska förhållanden, visar att vi har mer kunskap om rattfylleri med avseende på alkohol än med avseende på droger. Forskningen visar att alkoholrattfylleri är ett större trafiksäkerhetsproblem än drograttfylleri men att även drograttfylleri är förenat med stora risker. Det är därför viktigt att förbättra kunskapen om droger i trafiken. Det är också viktigt att beakta att det bakom många rattfylleribrott finns människor med missbruksproblem och att rehabilitering därför bör ingå som en del av trafiksäkerhetsarbetet.

A permanent alcohol interlock program was introduced in Sweden in 2012. The program is voluntary and makes it possible for drivers that are apprehended by the police to keep their driver’s license if they install an alcohol interlock in their vehicle. The Swedish Transport Agency is responsible for the program and it applies to all types of driver’s licenses. The duration of the program is one or two years, depending on the severity of the drink driving offence. A previous study showed that about 30 percent of all drivers that had their license withdrawn due to drink driving applied for and was granted participation in the program, 10 percent were assigned to the one-year program and 20 percent to the two-year program. Moreover, the age groups 35–44, 45–54 and 55–64 have the highest participation rates (in relation to the total number of drink drivers), about 35 percent, while the youngest (≤24) and oldest (≥75) have participation rates of about 20 and 10 percent, respectively.

The aim of this study was to increase the knowledge of the drink drivers’ views of the program, both participants and those who chose not to participate. More specifically, we were interested in why they have chosen or not chosen to participate in the program and their views on the application process, doctor visits and the handling of the interlocks. We also wanted to know if their health and drinking habits had changed after the drink driving offence.

Syftet med den här studien har varit att kartlägga fyrhjulingsåkare som skadats i olyckor som skett på väg under perioden 2003–2013. Mer specifikt har syftet varit:

• att beskriva egenskaper hos de skadade och andra omständigheter kring olyckan så som ålder, kön, misstanke om rattfylleri och hjälmanvändning
• att, utifrån olycksbeskrivningen, analysera vad som orsakade olyckan
• att analysera hur olyckans svårhetsgrad beror av generella egenskaper hos fordonet, vägen och föraren
• att kartlägga vilka delar av kroppen som skadas.

Kartläggningen har baseras på både polisrapporterade och sjukhusrapporterade olyckor i Strada och totalt har 1039 personer studerats.

After a long trial period, an alcohol interlock program was permanently introduced in Sweden in 2012. Participation in the program is voluntary and the duration of the program is one or two years, depending on the severity of the drink driving offence. An evaluation of the program during the trial period showed a participation rate of about 11%. Aim: The main aim of the study was to estimate the participation rate in the interlock program and evaluate if the changes made from the trial period had led to increased participation. Reasons for denied participation and the time between the drink driving offence and decision about participation in the program were also studied.

A sample of about 3600 drivers who had their license withdrawn due to drink driving was investigated. The data includes age and gender, information about the drink driving offence and the application process.

The participation rate in the permanent program is about 30%. The age group with the highest participation is drivers between 35 and 64 years old with about 35% participation. Moreover, the participation rate of drivers with BAC > 1 g/L is almost twice as high as the rate for drivers with BAC < 1 g/L.

The study shows that the participation rate has increased from about 11% in the trial period to about 30% in the permanent program. Thus, the attempt of increasing the rate has been successful.

The most important contribution to improved knowledge of the prevalence of drink-driving in Sweden is a sample survey where drivers are tested at randomly selected sites and time points. The prerequisites for such a study have been investigated in this project, which has been conducted in collaboration with the head of the traffic police in three counties (Södermanland, Östergötland and Örebro) and representatives from the National Board of Forensic Medicine. The main aim of the study was to propose a method of how to conduct the survey; a proposition of a pilot study is presented here. Other issues regarding the statistics from random breath tests, police reports from road traffic accidents, and driving under the influence of other drugs than alcohol is also discussed. The aim of the pilot study is partly to find out the prevalence of drink-driving among the car drivers in the selected counties, partly to test the methodology suggested in this report. It is not possible in practice to investigate the whole road network and to cover all hours of the day. Therefore, a number of limitations are suggested. Both the urban and rural network is limited to the most frequently used roads. All days a week will be observed, but the working hours of the traffic police restricts the study to the time between 7 and 23. About 95 percent of the total traffic volume is produced within this time frame. The study will be spread out during a whole year in order to cover all seasons. The total sample size is set to 25,000 tests. This number is set in consideration of the police capacity.

Resultaten i den här studien visar att bland de förare som misstänks för påverkan av alkohol eller annat ämne enligt Strada så har detta också bekräftats i 65 procent av fallen (konfidensintervall: 54-76 %). Detta framkommer när registreringen i Strada jämförts med uppgifter i olycksmaterial som erhållits av polisen. I resterande fall är det många gånger okänt om föraren varit rattfull eller inte och därför kan endast en miniminivå av andel rattfulla skattas.

Andel rattfulla bland de svårt skadade personbilsförarna skattas till minst åtta procent. Motsvarande andel för motorcykelförare och mopedförare är sju respektive tio procent. Resultaten är alltså av samma storleksordning för alla dessa fordonsslag. Vidare visar resultaten att andel rattfulla bland de svårt skadade är högre på natten än på dagen och högre i singelolyckor än i kollisionsolyckor.

Man kan också konstatera att polisen endast i mycket begränsad utsträckning verkar utnyttja den möjlighet som finns att begära blodprov från förare som varit inblandade i en trafikolycka, även om ingen misstanke om rattfylleribrott finns.

Drink-driving is one of the largest traffic safety problems in Sweden and a number of measures are taken to reduce the problem. However, drink-driving is only one of many problems and in the process of prioritising among traffic safety measures, different problems are assessed in relation to each other. It is therefore important to know the extent of the problem. The aim of this study has been to describe and examine different sources that are connected to drink-driving, and for each source elucidate methodological issues and data quality. Furthermore, the aim has been to assess the different sources' potential of estimating the extent of drink-driving in the general driving population. The results of the evaluation reveal data quality problems and inadequate reporting. Moreover, the task of estimating the size of the drink-driving problem is associated with a number of methodological difficulties. A number of suggestions for improving the present statistics are given at the end of the report.

The prevalence of illicit drugs and medicines in the driving population, i.e. among drivers on the road, was 2.5 per cent between the years 2006 and 2011 in Sweden. The prevalence of alcohol, illicit drugs and medicines among drivers killed in traffic the same years was 31.2 per cent. In comparison with other countries in the EU project DRUID, Sweden has the highest proportion of negative results, i.e. drivers without the presence of alcohol, drugs or medicine. This applies to both drivers on the road and drivers killed in traffic.

The studies that form the basis of this report have been performed within the project DRUID - Driving under the influence of drugs, alcohol and medicine, which is a project within the EU's Sixth Framework Programme, which lasted five years (2006-2011). This report presents two sub-studies from the DRUID project. The aims of these studies were: - to study the prevalence of illicit drugs and medicines in the driving population (study among drivers on the road). - to study the prevalence of alcohol, illicit drugs and medicines among killed drivers (study of killed drivers).

In the study among drivers on the road, saliva samples were collected. Toxicological results were analysed from 6,199 drivers in Södermanland, Örebro and Östergötland out of 10,223 drivers of passenger cars and vans that were stopped by the police in March 2008- February 2009. In the study of killed drivers we have toxicological results from 157 fatalities out of 178 drivers of passenger cars and vans that were killed in traffic accidents in 2008.

Since January 1, 2012, there is a permanent alcohol interlock program for drink driving offenders in Sweden. The Swedish Transport Agency is responsible for the program. The interlock program has been evaluated in three studies: a register-based study, a questionnaire study, and an interview study. This final report summarizes results and conclusions from all three studies.

The aim of the evaluation was to estimate the participation rate, but also to increase the understanding of why one chooses or does not choose to participate and to study the individual's experience of the program. The results from the studies show that:

• The participation rate of the program was about 30 percent.
• Both participants and non-participants in the interlock program experienced an improved health when they were asked a while after the drink driving offence and they also reported areduced alcohol consumption.
• The largest barrier to increase the participation rate in the program is the cost, but there arealso other reasons that prevent drivers to apply.
• Many participants experienced shortcomings in the information from the Transport Agency,both regarding the application process and regarding the mandatory parts of the program.
• About 31 percent of the participants in the two-year program had the diagnosis alcohol abuseor alcohol dependence.

Results from travel surveys, together with traffic monitoring programs, serve as a basis for policy decisions and evaluations. Correct interpretation of the survey results is therefore of vital importance, and the impact of different sources of error needs to be investigated. This paper presents a study of nonresponse errors in a Swedish travel survey. Survey methodologists have addressed the problem of nonresponse for a long time, and several methods have been developed to reduce possible bias. Particularly common are different weighting methods based on auxiliary information. However, the performance of these techniques is based on how well the chosen auxiliary variables can explain the response behavior. The aims of the present study were to (a) investigate whether the mobility of nonrespondents differs from the mobility of respondents and (b) determine whether weighting reduces possible nonresponse bias. A weighting technique called calibration was used. The travel survey was based on a mail questionnaire, and the response rate was about 53%. Nonrespondents were contacted by telephone and asked a selected number of questions from the original questionnaire. Results show that mobility did differ between respondents and nonrespondents for some of the travel modes. The effect of calibration was generally small and inconsistent; the bias was reduced in some cases and increased in others. Nevertheless, calibration is recommended if procedures for calculating the weights are readily available.

This report presents the results from a study with the aim of estimating the prevalence of drink driving in three Swedish counties, as well as testing the used method in practice. Data was collected by the police that conducted breath tests of drivers of passenger cars and light trucks on randomly selected road sections. The planned sample size was 25,000 drivers, but due to missing data, 22,937 drivers were finally used in the calculations. The study was conducted between 7 am and 11 pm all days of the week during the period June 2006 to May 2007. The estimated prevalence of drink driving is 0.24 % (0.15 %; 0.32 %) where the numbers in parenthesis is a 95 per cent confidence interval. The results show significant difference in the prevalence of drink driving between men and women (0.32 and 0.04 per cent). Differences between different age groups are also present; the prevalence is lower for youngest group (16-34 years) than for the two other groups (25-64 years and over 65 years). Drink driving also turned out to be more prevalent in the morning than in the afternoon/evening, 0.62 against 0.11 per cent. In general, the method worked well, but a few things need to be changed in a future study. For example, we must ensure that the control sites are safe for the policemen also in the dark and in bad weather. It is also necessary to discuss how the police can get sufficient resources to conduct the survey.

Parents who transport their children in passenger vehicles have to face several questions of how to restrain the child properly and where to place the child. It is difficult to give unambiguous answers to these questions since a number of factors must be considered. The safest place for a child, given that a crash occurs, may not be suitable for other reasons. If you as a driver are alone in the car with a small child, you may want to place the child in the front passenger seat so you will be able to watch over it. The safety equipment of the vehicle is another important factor. The centre rear seat position can be a good place for a somewhat older child on a booster, but this requires that the position is equipped with a lap/shoulder belt and a head restraint. Since children should not be placed in front of an airbag that aims at protecting adults, the issue of transporting children have become even more complicated with the recent introduction of passenger side airbags. If you, nevertheless, want to place the child in the front passenger seat, the airbag must somehow be deactivated. A study of how the conflict between children and airbags are treated by different participants is presented in this report

Objective: To describe and analyze a measure that has been introduced in Sweden with the objective of quickly offering treatment for the alcohol or drug problems suspected drink or drug drivers may have. The goal of the measure is that every suspected drink or drug driver shall, as soon as apprehended by the police, be offered contact with the social services or the dependency care and treatment service, which can offer a consultation and, if needed, suitable treatment.

Method: Interviews and questionnaire surveys, as well as forms that describe the treatment received by each individual case.

Results: About 20 percent of all those who receive the offer from the police accept contact with the social services or the care and treatment service, and approximately 40 percent of these also attend the consultation. There is a favorable fundamental attitude to the method among the participating authorities. However, some shortcomings in application are revealed. One example concerns drug drivers who are offered contact with the social services or the care and treatment service to a considerably lesser extent than drink drivers. Another neglected group are the people who are at first suspected of drink driving but are later found to have an alcohol concentration below the legal limit. Compared with those who have an alcohol concentration above the legal limit, this group is offered contact to a lesser extent and also have a lower propensity to accept the offer.

Conclusions: The results indicate a strong support for the method from involved authorities, but participation could be improved by giving more attention to neglected groups.

Sweden has a zero-tolerance law for drug driving. If the police suspect a driver to be under the influence of drugs, they have the right to carry out an eye examination and if the examination strengthens the suspicion, the person must provide blood and urine samples. This procedure places a big responsibility on the police officer, even with adequate training there is a risk of misjudgment. There is therefore a need for a screening instrument that can be used to detect drug-impaired drivers. Such an instrument needs to be reliable and fast but also protect the drivers' personal integrity. 

This report describes a pilot project with the aim of assessing the potential of automatic reading of eye movements to detect drug use. The reading was done with an eye tracker and data were collected from two groups, drug-driving suspects (88 people) and police employees (88 people). These groups were used as proxies for whether the people were under the influence of drugs or not. Based on the eye movement data, a classification algorithm was developed that predicted group affiliation. The results show that 73 percent were correctly classified as suspects (sensitivity) and 63 percent were correctly classified as employees (specificity). The total proportion correctly classified was 68 percent (C.I. 56%–80%), thus, the classification algorithm performed significantly better than chance. 

For the suspects, there were also results from blood tests that showed who was actually drug impaired. An analysis showed that the groups with positive and negative blood samples were more similar to each other than those with negative samples were to the employees, with regard to eye movement measures

An international workshop on safety for powered-two-wheelers (PTWs), Riding in a safe system, was held as a series of virtual meetings 9–23 June 2021. The workshop was co-organised by the International Transport Forum (ITF), the Swedish Transport Administration, the International Motorcycling Federation (FIM), the motorcycle manufacturers associations (IMMA and ACEM), and the Swedish National Road and Transport Research Institute (VTI). The workshop was a follow-up of the Third Global Ministerial Conference on Road Safety, held in Stockholm in February 2020, but it also built on a previous workshop in 2008 in Lillehammer and the 2015 ITF research report “Improving Safety for Motorcycle, Scooter and Moped Riders”. 

The workshop, which included six expert sessions, focused on seven different areas: (i) Sustainable practices, work-related issues and procurement, (ii) Modal shift and urban needs, (iii) Training, education, and licensing, (iv) Vehicle safety, protective safety, and Intelligent Transport Systems, (v) Road infrastructure and road environment, (vi) Speed management, adapting speeds and behaviour to different environments, (vii) Youth and child safety. 

Eight priority actions were recognized by the workshop to achieve the integration of PTWs in the safe system by 2030. These actions build on the Stockholm declaration and its 9 recommendations. The actions are generalized results from the outcome of the expert sessions. The 8 priority actions from the workshop are: (i) Move to sustainable practice, (ii) Support modal shift, (iii) Adopt safe vehicles and equipment, (iv) Educate safe riders, (v) Redesign infrastructure, (vi) Ensure safe speed, (vii) Protect children, and (viii) increase knowledge. 

I augusti 2004 fick VTI i uppdrag av Gatu- och fastighetskontoret i Stockholm (GFK) att lämna förslag på en konkret metod för uppskattning av trafikarbetet i Stockholm. Föreliggande rapport redovisar resultatet av denna förstudie. Vid utvärderingen av försöket med miljöavgifter kommer förändringen av den totala trafikens omfattning (trafikarbetet) i Stockholms län och Stockholms innerstad att vara av centralt intresse. Att exakt ange trafikarbetets storlek, och dess förändring, är i praktiken inte möjligt. Det skulle kräva registrering av alla fordonsrörelser inom det studerade området. Istället måste metoder för uppskattning av trafikarbetet användas. I rapporten har två sådana metoder beskrivits och analyseras utifrån behovet av trafikmätningar och den noggrannhet som kan förväntas i beräknade uppskattningar. Baserat på de analyser som genomförts inom ramen för denna förstudie föreslås att trafikarbetet i Stockholms län uppskattas med den modellbaserade metoden enligt avsnitt 3.

As a part of the evaluation of the Stockholm trials, the traffic volume in April 2005 will be compared with the traffic volume in April 2006. The results from the before study is presented in this paper. The total number of vehicle-kilometres produced within the inner city of Stockholm and in Stockholm County was estimated, both for the morning rush hour period (between 6 am and 9 am) and the full twenty-four hours. Tuesdays, Wednesdays, and Thursdays were here regarded as weekdays. The estimated traffic volume includes all motor vehicles, except mopeds and motorcycles. The estimation of the traffic volume in the inner city is based on a survey where traffic flow has been observed at randomly selected road sites. The results are presented with 95 per cent confidence intervals.

Weekday 2 185 000 km +/- 153 000 km

Morning rush hour 387 700 km +/- 31 900 km

The corresponding estimates for the County are calculated with a model-based method where the results have been adjusted to observed traffic flow. This method does not provide confidence intervals; therefore, only estimates of the total number of vehicle-kilometres are presented.

Weekday 24 320 000 km

Morning rush hour 5 235 000 km

A new way of organizing drink driving enforcement was tested in a pilot study in a Swedish police region. The aim of the pilot study was to enhance the visibility of drink driving controls, in order to increase the drivers’ perceived risk of being stopped by the police to conduct a breath test. This report presents results from an evaluation of the trial.

The goal was to carry out controls for at least 20 hours per 100 km2 per week and each control should last for 20 minutes. The controls were combined with communication efforts, mainly through posts on the police’s Facebook pages.

Syftet med det här projektet har varit att föreslå en metod för att utvärdera förändringar i polisens arbetssätt med avseende på rattfylleriövervakning. Huvudsakligen handlar det om att mäta den subjektiva upptäcktsrisken, men utvärdering av polisens arbetssätt och kommunikation föreslås också. Det finns två viktiga delar i polisens strategi för övervakning: kontroller och kommunikation. Den sammantagna effekten av detta behöver utvärderas men man bör även titta på de olika delarna var för sig. I detta pm föreslås därför en utvärdering med tre olika delstudier. För var och en av delstudierna förutsetts att man gör både före- och eftermätningar i dels det område där arbetssättet förändras och dels i ett kontrollområde. Vi är dock medvetna om detta är en ideal situation som kanske inte är möjlig i praktiken. Om en utvärdering kommer att genomföras kan därför förslaget behöva modifieras för att passa de förutsättningar som då råder. De tre olika delstudierna är: Delstudie 1: Utvärdering av polisens implementering Den här delstudien är uppdelad i två nivåer där syftet med nivå 1 är att studera hur polisen ändrat sitt arbetssätt och syftet med nivå 2 är att studera vad som fungerat bra och mindre bra i implementeringen från polisens perspektiv. Nivå 1 är nödvändig för att tolka resultatet av övriga delar i utvärderingar och nivå 2 är en fördjupad utvärdering. Exempel på data som föreslås samlas in är: var och när kontroller genomförs, resultatet av kontrollerna samt informationsspridning till allmänheten. Dessutom föreslås intervjuer med poliser på olika befattningar som deltagit i implementeringen. Delstudie 2: Enkätstudie För att mäta den subjektiva upptäcktsrisken hos förare i allmänhet föreslås en enkätstudie där ett frågeformulär skickas ut via post till ett slumpmässigt urval ur körkortsregistret eller befolkningsregistret (frågorna ska också kunna besvaras som en webbenkät). Målgruppen är personer som har körkort för minst en typ av motorfordon och som också framfört något fordon det senaste året. Ett förslag på utformning av en enkät med 14 frågor har tagits fram. Två frågor behandlar den subjektiva upptäcktsrisken, en som avser upptäcktsrisk på en övergripande nivå och en som avser upptäcktsrisk i fem specifika situationer. Resten av enkäten består av bakgrundsfrågor och frågor om bland annat riskmedvetenhet, normer, om man själv eller någon man känner har blivit stoppad i en kontroll och om man fått information om kontroller via media. Delstudie 3: Utvärdering av kommunikation i sociala medier Syftet med den här delstudien är att bedöma hur väl polisen lyckas nå ut med sitt budskap. Vi föreslår att man samlar in följande typ av information: omfattningen av polisens aktiviteter på sociala medier, spridning, innehåll och karaktär på kommentarerna. Det huvudsakliga syftet med utvärderingen är att mäta subjektiv upptäcktsrisk hos förarpopulationen och jämföra om den har förändrats före och efter att polisen har genomfört förändringar som rör rattfylleriövervakningen. För att uppnå syftet är det nödvändigt att genomföra åtminstone nivå 1 i delstudie 1 (utvärdering av polisens implementering) och delstudie 2 (enkätstudie). Övriga delar är dock också mycket viktiga för att förstå helheten och vi förordar därför att alla delar i utvärderingen genomförs.

Trends in traffic fatalities show that the development for motorcyclists has fallen behind other road users. It is therefore crucial to improve traffic safety for this road user group. The study analyses where in the road network motorcyclists are injured and whether injury severity differs between parts of the network. Injury severity is also examined in relation to other variables such as age, gender, and motorcycle engine performance (i.e., power-to-weight ratio). The results indicate that motorcyclists, relatively more often than passenger car occupants, are injured on low-volume roads that are not subject to any major safety improvements. It is therefore crucial to also encourage other safety measures targeting rider behaviour and vehicle safety. Moreover, analyses of injury severity indicate that, in multiple-vehicle crashes involving motorcycles, the odds of being killed or severely injured are lower on roads with median barriers (i.e., motorways and 2+1 roads) than on two-lane roads.

The main aim of the study was to examine where on the road network motorcyclists are injured. Accidents involving four-wheelers (ATVs, quad bikes) have also been studied, although to a lesser degree. The study is based on police reported injury accidents in Sweden during the period 2003–2012. The results show that motorcyclists, to a greater degree than car occupants, are injured within built-up areas. The same is not true for drivers of four-wheelers. Injury patterns are distributed in the same way as for car occupants between built-up and non built-up areas. Killed and severely injured motorcyclists are overrepresented in accidents at intersections when compared to occupants of passenger cars. The opposite is true for injured four-wheeler drivers who are overrepresented on road sections. The exposure of motorcycle traffic on different parts of the road network is largely unknown. It is therefore, in general, not possible to calculate injury risks. However, when compared to other roads, there seems to be an increased risk of being killed or severely injured on roads with a 70 km/h speed limit.

For a long time, Sweden and Norway have been prominent when it comes to traffic safety. In 1980 and 1990, Norway had fewer deaths per capita than Sweden, while the opposite was the case in 2000 and 2009. Since 2015, Norway has again had fewer deaths per capita than Sweden. The aim of this project has been to analyse Norway's development in recent years and the differences between the countries.

The results show that the number of fatalities per 100,000 inhabitants has decreased from 3.74 in 2009–2013 to 2.35 in 2014–2018 in Norway and from 3.16 to 2.79 in Sweden. The largest difference between the countries during 2014–2018 is among the unprotected road users, 1.10 fatalities per 100,000 inhabitants in Sweden and 0.83 in Norway. The death rate of car occupants is 1.60 in Sweden and 1.43 in Norway. Among the unprotected road users, Norway has a lower number of fatalities per capita for cyclists, moped riders, and pedestrians. For motorcyclists, the difference is marginal.

In general, the countries are rather similar. However, we found differences between, for example, the state road networks. On roads with a speed limit of 90 km/h, the risk of death is significantly higher in Sweden than in Norway and this is most likely due to differences in road type. In Norway almost all these roads have median barriers, while the proportion of traffic on roads with median barriers is only 20 percent in Sweden. On roads with a speed limit of 80 km/h, it is not possible to demonstrate any difference in risk between the countries. Norway also has better speed compliance than Sweden, which is probably a contributing factor to better road safety in Norway than in Sweden in recent years.

Another difference is that Sweden has significantly more deaths than Norway among cyclists who are 75 years or older.

The aim of this project was to compare vehicle speed measurements using Bluetooth detection with radar measurements from a Motorway Control System (MCS). Of particular interest was to evaluate whether the method could be used in before-after studies of road safety measures such as speed cameras or other speed reducing measures.

The results from the study show that:

• The penetration rate varies between 12 and 16 percent depending on the site and whether it is a weekday or weekend.

• Bluetooth measurements provide stable results with respect to average vehicle speed at diurnal level. Comparisons with MCS data show that the results of the two methods follow each other well and the difference between methods is about the same from day to day.

• Speed measurements with Bluetooth sensors are judged to be sufficiently reliable, on the evaluated road type, to be used in before-after studies of various road safety measures.

TSU92- is a travel survey that started in 1992 with the aim to increase the knowledge of travels made by unprotected road-users. The survey is still focused on these groups, but questions of other transport modes are also included. An evaluation of the quality of the survey is presented in this report and measures to improve the quality are suggested. The study is limited to sampling errors, nonresponse errors, and measurement errors. The evaluation has been conducted as three separate studies. The aim of the study of sampling errors was to establish variance formulae for estimating the size of the errors and to calculate these variances. The aim of the study of nonresponse error was to examine whether respondents and nonrespondents differ with respect to travel habits and, to examine whether calibration reduces possible nonresponse errors. Calibration is a weighting method that are used to compensate for nonresponse. A follow up study of the nonrespondents was conducted to answer these questions. The aim of the study of measurement errors was to examine the extent of the problem with incorrectly filled-in questionnaires, and to try to understand how respondents think when the answer the questions.